Car-coupling.



O. T. GREGG.

CAR COUPLING.

APPLICATION FILED MAR. 11. 1913.

3 SHEETS-SHEET 1.

Patented Oct. 12, 1915.

' 0. T. GREGG.

CAR COUPLING.

APPLICATION FILED MAR. 17. 1913.

1,156,072. v Patented 0t.12,1915.

a swans-sum 2.

Amy

-" in!!!llHllllllUliii IIIIIIII I O. T. GREGG. CAR COUPLING. APPLICATION FILED MAR. 17' I913.

Patented 0011.12, 1915. I

3 SHEETS-SHEET 3 OTIS TIFFANY GREGG, OF HAOKENSACK, NEW JERSEY, ASSIGNOR TO THE GREGG COMPANY, LIMITED, OF HACKENSACK, NEW JERSEY, 'A CORPORATION OF NEW YORK.

CAR-COUPLING.

Application filed March 17, 1913-. Serial no. 754,935.

To all whomc't may concern.

Be it known that I, O'rIs T. GREGG, a

, vention, such as will enable others skilled in the art to which itappertains to make and use the same, reference being had to the accompanying drawings, and to the letters and figures of reference marked thereon, which form a part of this specification.

My invention relates to car bumpers and couplers, and has for its object to provide a bumper and coupler which shall embody so far as possible the maximum of strength with the minimum of metal, and. in which the component parts may be readily assembled and when necessary unassembled, and under which when the parts are assembled the several com onent parts will be retained in their respective positions or places without liability of becoming accidentally. displaced or lost, and under which also the various movable parts will be shielded or protected against injury or damage from the outside.

To the accomplishment of the foregoing objects the invention consists in features of construction whereby the coupling link not in use may be safely housed so as to be protected from injury and be prevented from interfering with the proper action of other parts; also in features ofconstruction whereby the coupling pin of one car is per-' manently retained in operative relation to associated parts so that the coupling link remains always connected with the drawhead while the link of the other car to be coupled may be readily engaged by the coupling pin of the car; also in features of construction in which the coupling pin may have a movement to either side of the center of the openings formed in the draw-head to receive the coupling pin so that the pull on the coupling pin may be in a more direct line with longitudinal sills of car and the couplers be afforded a greater range of side movement than heretofore, and also to facilitate the coupling of two cars, also in features of construction by which the bumper-spring can be conveniently placed and retained in position in the coupler shank without liability of accidental displacement and have the coupler shank extend on all. sides of the spring thereby affording the coupler shank greater stiffness.

To the accomplishment of the foregoing and such other objects as may hereinafter appear the invention consists in the features hereafter particularly described and then sought to be clearly defined by the claims reference being had to the accompanying drawings forming a part hereof and in which Figure l is a side view of the coupler com''-- plete Fig. 2 is a plan View of the same; Fig. 3 a vertical longitudinal section of the same;

'Fig. 4 a horizontal section on the line 4+4 of Fig. 3; Fig. 5 a perspectiveof the draw head and its shank; Fig. 6 a perspective of the shank portion of the coupler corresponding to Fig. 5, with a portion brokenaway,

- Patented Oct. 12 1915. j

and illustrating an opening in the rear end of the shank for insertion of the spring.

Fig. 7 is a side yiew, with a portion of the coupler broken away, showing another form of locking-key; Fig. 8 is a plan view of the same with parts in horizontal section.

In the drawing the numeral 1 designates the draw head having a rearwardly extending shank 2 which fits within a housing 3 adapted to be bolted or otherwise secured .to a car. The draw-head is made witha recess or chamber l-beneath its top and'p'referably' formed by a depending flange 5, said chamber extending crosswise of-the drawhead and adapted to receive and shield a permanently attached coupling link 6 so that when said link is not in use and two cars are coupled together said link will be confined within the chamber or recess 4 and thus protected against injury and prevented from projecting outside of the draw-head. The draw-head is also formed'with a recess or chamber 7 in its lower face, preferably formed by an upwardly extending flange 8, so that the permanently attached coupling .link may be seated in said recess or chamber and shielded from injury and prevented from projecting outside of the draw-head when the car is uncoupled from another car, said lower recess or chamber extending cross-wise of thedraw-head similarly to the aforementioned upper recess or chamber.

Thespace 9 between thedepending flange 5 and the upper extending flange 8 is less depth than the combined thickness of two coupling links so that when two cars are coupled together the permanently attached] link lying within the upper recess or chamshown. in'the illustration its inner end will press upward beneath the idle link-and tend to hold the idle link within its recess or chamber as shown. I

Another feature of the invention lies in making oblong in the direction of the width of the'draw-head the holes or slots 10 and 11 formed respectively in the top and bottom members of the jaw of the draw-head to receive the coupling pin 12,1saidobloi1g holes extending to opposite sides of the longitudi-l nal center line of the draw-head so as to provide-for the coupling pin to lie either in the center oftheholes or to either sideof the center so that the pull on the coupling pin may be ina' more direct line with the longitudinal axis of .the coupler and thus lessen the diagonal direction of. pull on the coupling pin whichoccurswhen cars travel on curves. This feature of construction also makes it possible to more readily and easily couple two cars together when the couplers are not in exact alinement with each other and also allows the .eouplers greater side play or movement under conditions in which .it is desirable to provide forthe same.

Another, feature of the invention liesin permanently connecting the couplingpin to the draw-head in a manner that will admit 'of it being manipulated .so as to be passed I through and withdrawn from the active cou-u plinglink without being released from the idle link, thus insuring the coupling pin and idle link always being attached .to the draw:

head, and making one coupling pin answer the two-fold purposeof permanently securing the idle link to the draw-head and of engaging the active link. when two cars'are. coupled together. To this end the coupling.

pin is formed with a shoulder or head 13 at its lower-end and encircled by'a-washerg'ld 5 which is .freef-to slide on'the'coupling pin but not to pass over the shoulder or head 13 at one end of the pin, and is incapable of passing through the couplin glinks, the opposite or upper end of the pin, after the pin,

is placed in position and "passed through the washer and the idle link, being provided with a head'15 .which maybe threaded or secured by a pin or otherwise to the coupling pin soas' to rest on top of the draw-head about the opening 1t) formed therein, the

head being of such dimensions that it cannot pass downwardly through the-opening- 10.

The idle link and the washer are thus attache'd-by the coupling pin to the draw-head, and the coupling pin is thus connected to the draw-headso that while it may have a vertical movement it cannot become detached from. the draw-head and yet it is free to be passed through the link'which for the time serves as the coupling link between the two .cars. The side-walls, either upper or lower,

or both, of the lower opening .11 for the coupling. pin are beveled or flared so as to facilitate the lower shouldered end of the coupling pin being-directed to the opening for easy passagetherethrough in either lifting or lowering the coupling pin.

J The draw-head shank 2 is formed so that the bumper-spring 16 may be inserted through an end of the shank, and the walls of the shank practically lie opposite all sides of the bumper-spring so as to confine said spring withinv the shank and prevent it from passingout of the shank except through an end of the shank, provision being made to preventthe spring from passing end-Wise out'of the shank except/when it is desired to withdraw the spring." To such ends the forward end of theshank next to the drawhead is formed with 'a central openlng 17 which communicates with the space between the top and bottom members ofthe drawhead as illustrated in Fig. 5 of the drawing,

said space between thet op and bottom membersbeing ofsuflicient dimensions to permit the bumper-spring to be inserted between the top and bottom members at one side of the shank and then turnedso as to bring the longitudinal axis of the bumper spring in alinement'with the'centrally'dlsposed opening. 17 in, the end of the shank so as to permit the springto be then moved longitudinally to a; position within the shank, after which a follower block or plate '18 is inserted through ,an' openingin one "wall of the shankg preferably through an opening 19,-said follower block hearing at 1 one end against the oppo'site side wall of the shank, and also having one face bearing against shoulders 20 at the top and bottom of the centrally disposed end opening 1'? in the. shank, at oppositesidesof said openlng.

This followerbhck serves as a bearing for one end of the. bumper-spring, the opposite 1 end of the bumper-spring having a bearing against the rear end wall of the shank as illustrated in Fig. 5' of the drawin or against another follower block or plate 21 under the drawing and compression strains of the coupler and bumper. If desired the rear wall of the shank 2 may be formed with which may be inserted,- between the end of the spring and the end wall of the shank, so that the bumper-spring may'have some longitudigialplay' ormovement in the shank 7 opening, said follower block or plate 21 in turned ends 29, to one side of which vertically' disposed headed pins ,0 will pass '20 a centrally disposed opening 22 formed by cutting away a portion of the end 'wall so thatthe opening will be suflicient for insertion of the bumper-spring end-wise into ciently to allow insertion of-follower block 21 and then placed in an upright position so that it will bear against the rear end wall of the shank which serves as a shoulder, and close the opening therein so as to prevent the bumper-spring passing outthrough that such case serving as a bearing for that end of the bumper-spring. This formation may beused in conjunction with the centrally disposed opening 17 formed at the forward 7 end of the shank, so-that the bumper-spring may be inserted from either end of the shank, but if desired either formation may be used without the other so that the bumper-spring can be inserted from only one end whether that be the front end orthe rear end of the shank. In any event however the construction is such that the bumper-spring is inserted into the shank,

whose walls liepractically on all sides of.

. the spring, from one end of theshank and is then confined within the shank so that there cannot be any accidental displacement or di'slodgment of the bumper-spring from within the shank.- The construction described is simple and efficient and insures holding the bumper-spring in place within the draw-head shank without possibility of its accidental separation from the shank 9 before as well as after assembling of the draw-head and housing for the shank, and

at the same time substantial strength is given to the shank-without undue weight and with economy in metal used.

- The shank 20f the draw-head fits within the housing 3 sotas to have a longitudinal movement or play therein, and is held in engagement with the housing by a key 23 passed transversely through the housing and bearing against the follower plate or block 18'at a point between the top and bottom walls'of the shank, or directly against the spring if the follower block atthe opposite end is used, so that the shank may have a longitudinal movement within the housing, said key being provided with a head 24 to bear against the outside wall of the'housing and being held in position by a cotte'r pin 25 or other suitable fastening. The housing at its rear is provided with a cross:

shankisformed with a slotted opening 27 so as to permit the shank to slide over the the-sides of the'draw-head quite nearly to length of the terial.

web 26, the end of'the bumper-spring 16, or

the follower block 21 when used, bearing against the web 26 in the compression strain of the bumper. 5 By locking the housing 3 and the draw-head shank 2 one to the other through corresponding openings formed at the sides of the housing and be held therein by cotter pins, or other suitable fastenings, so that the yoke key may have play lengthwise of the housing and be limited in its forward movement by the pins 30. The sides of the housingnext to the neck of the yoke will be partially cut away or recessed as seen at 31 so as to permit movement of the yoke longitudinally of the housing in: the event of the coupling link being forced against the yoke when two cars come to-' gether, and thus guard against bending the coupling link by the force of the concussion or compression.

It will be observed that the opening in the head portion of the draw-head through which the link may be inserted extends at within the housthe line of junction of the shank to the head 0 portion. It will be further noticed that there are rearwardly extending wings 32 connecting the top and bottom parts of the .head portion andfpreferably formed with corner reinforcing webs .33 and also pref.-

erably formed with vertically extending ribs- 34. It will be observed that the distance from the face ofthe head portion to the rear of wings 32 is greater than the distance from the face of the head to the junction with.

shank 2 thus effecting a shortening in the I draw head and a saving in ma- By draw-head as: used in the application it is not to beunderstood as confined to a two-part draw-head construction asit is obvious that some features of the invention are equally applicable. whether the draw- .head' be a one-piece coupler vor more than one. v v

I have described. with particularity the preferred details of construction and arrangement of the several parts constituting the draw head and bumper but itis. obvious that-some of the parts described my be employed withoutthe others and that the detained.

Having described my invention and set forth its merits what I claim is 1. In a car coupler, a draw-head formed with a shank to receive a bumper-spring, said shank having a centrally disposed endopening for insertion of the spring, a bumper-spring positioned within the shank, a housing within which the shank is slidable, and abutments to confine the spring within the shank and permit the insertion and withdrawal of the shank from the housing without removal of the abutments.

2. In a car coupler, a draw-head formed with a shank to receive a bumperspring, said shank having a centrally disposed endopening for insertion of the spring, a bumper-spring positioned within the shank, a housing within which the shank is slidable, and a follower-block interposed between said spring and end-opening tocon fine the spring within the shank and permit the insertion and withdrawal of the shank in the housing Without removal of the fol lower-block from the shank.

3. In a car coupler, a draw-head formed with a shank to receive a bumper-spring, said shank having a centrally disposed endopening for insertion of the spring, shoulders on the shank at the side of said centrally disposed end-opening, a housing within which the shank is slidable, and afollower-block interposed between said shoulders and spring to confine the spring within the shank and permit the insertion and withdrawal of the shank without removal'of the follower-block from the shank.

4. In a car coupler, a draw-head formed with a shank .to receive a bumper-spring,

said shank having'a centrally disposed endopening next to the head, the top and bottom members of the head. being spaced apart and an opening formed at the rear of said members for the passage of a bumper-spring to the end-opening in the shank, a bumperspring within the shank, and means confining the spring in the shank, substantially as described.

5. In a car-coupler, a draw-head formed with a shank to receive a bumper-'spring, a

bumper-spring within the shank, a housing inclosing said shank, a U-shaped locking key spanning the draw -head shank and straddling the housing and formed with laterally extended ends, said key adapted to move longitudinally of the housing, and pins attached to the housing and serving to limit the movement of the locking-key, substantially as described;

6. In a car-coupler, a draw-head provided with a shank to receive a spring, and a housing to receive the shank, the head-portion of the draw-head being formed with an opening extending rearwardly at the side thereof for the insertion of the spring, and a wing at each side of the head-portion, connecting its upper and lower members, said wings adapted to extend rearwardly beyond the foremost part of the housing when the draw-head is under compression, substantially as described.

7. In a car-coupler, a draw-headprovided With a shank to receive a spring, and a housing to receive the shank, the head-portion of the draw-head being provided With wings at each side thereof connecting its upper and lower members, said Wings adapted to extend rearwardly beyond the foremost part of the housing when the draw-head is under compression, substantially as described. I

In testimony whereof I affix my signatur in presence of two witnesses.

O'IIS TIFFANY GREGG.

Witnesses:

0. E. BRANNER, CHAS. N. PLENTY. 

